Thermal motor with injection cylinder



July 21, 1953` J. H.' JALBERT y 2,646,026

THERMAL MOTOR WITH INJECTION' CYLINDR Filed July 31, 1947 2 Sheets-Sheet1 BY 'fwm, r 2,1%

ATTORNEYS July 2l, 1953 J. H.' JALBERT THERMAL MOTOR WITH INJECTIONCYLINDER 2 ASheens-Sheec. 2

Filed July A31, 1947 i 4 INVENTOR CQa/i [f6/ily @fa/wfg? BY u ATTORNEYPatented July 2l, `19.53

THERMAL MOTOR WITH INJECTION CYLINDER Jean Henry J albert, Paris, FranceApplication July 31, 1947, Serial No. 765,186 In France November 22,1943 Section 1, Public Law 690, August 8, 1946 Patent expires November22, 1963 2 Claims.

This invention relates to a heat engine.

According to known practice, the air kin the combustion chambermaintains a constant quantity, irrespective of variation fromthe normalin the conditions under which the engine works.

For this reason, the relative proportions of fuel and air are variable,the engine working therefore according to the diesel cycle, in whichignition is initiated by the heat of the compressed air at the precisemoment that the fuel is injected, such injection taking place at a pointof the cycle close to the dead center position of the piston.

The invention ofthis application relates to a means for overcoming thedisadvantage just recited by keeping a constant ratio Yof air to fuel,irrespective of changes in the engine load. Such operation maintains thehighest efficiency for the engine at variousspeeds and loads.

An improved heat engine for carrying out theL above mentioned Object ischaracterized by the features disclosed in the following description andmore particularly kin the claims appended at the end of thisdescription. y

A heat engine according to thenvention is shown by way of example inthe'appended drawings inY which:

Figure 1 shows the engine according to the invention in across-sectional view through the axis of the injector cylinder.

j Figure 2 shows the heat engine of Figure 1 in a cross-sectional viewthrough the axes of the inlet and exhaustfvalves.

Figure' is an elevational sectional view of the carburetor of the heatengine according to Figures 1 and 2.

Figure 4 is a horizontal sectional view of the carburetor of Figure 3through 'the line lV-IV of said figure.

For supplying fuel to the heat engine, a rich mist is formed. This mistis caused to expand suddenly in a partial vacuum so that it willpartially vaporize. Immediately after this expansion, the mistis-compressed with the vaporized fuel and this compressed mixture ofmist andl vaporized fuelis delivered into the compressed air of theworking cylinder, the pressure of which is lower than that Of themixture.

During this latter operation, according to the manner in which theinvention is carried out, the quantityof air-fuel mist is variedaccording to the-.loadfofthe engine by maintaining the proportion of airand fuel constant and the quantity of air contained in the workingcylinder is varied in the same proportions in order that the nal mixturecontained in the cylinder is in a constant proportion to the weight ofthe fuel whatever the load of the engine may be. This produces eiicientengine operation at all speeds.

The regulation of the quantity of mist and air can be effected in thefollowing manners:

(a) The weight of the air-fuel mixture to be introduced into the workingcylinder is regulated automatically by the vacuum existing in thesuction pipe for theadmission of pure air into the working cylinder.

(b) The weight of the pure air admitted into the'working cylinder isregulated automatically through the vacuum existing in the suction pipefor the admission of the air-fuel mist.

The injection of the mixture into the working cylinder is effectedadvantageously just at the moment when the working piston reaches itslower dead center, so that the mixture is mixed intimately with thecompressed air contained in theworking cylinder before the explosion isproduced. I

vThis method is more particularly applicable to engines in which theignition is produced by an electric method and in which volatile fuelsare used. The ignition point is localized in a small part of the workingcylinder and it is advisable to promote the propagation of the explosionby alll means. This propagation is obtained by promoting the mixing ofair and fuel the mixture of which mustbe very homogeneous and by takingcare that the proportions of air and fuel are maintained between certainlimits.

The heat engine used for carrying out the above described method is madein the following manner (Figure 1):

The working piston 2 moves in the working cylinder I and drives thedriving shaft 4 through the connecting rod 3. `The cylinder head 5carries the injector cylinder 6 in which moves the injecting piston 1actuated by the connecting rod 8. This rod 8 is pivotally secured to theshaft 9 which rotates with half the speed of the driving 3 which issecured by the nut It screwed onto the cylinder head of the engine. Theinjecting device carries an automatic valve I5 with a seat l5 and areturn spring 55. The opening of the valve I5 puts the injector cylinder6 in communication with the working cylinder i through the passages IS.The cylinder head carries an ignition plug I'I projecting into the upperpart of the working cylinder I.

The shaft 9 controls the inlet and exhaus valves and 2l, respectively,ofthe working cylinder I through the cams iS and I9 respectively (Figure2).

The inlet valve 2B is in communication with anl intake manifold 23 forthe admission civ pure air into the working cylinder. for controllingthe admission of pure air is located in the manifold and comprises anaprotating about an axis. This flap closes the intake manifold 23 forcontrolling the admission of pure air more or less according to itsangular position; The injection ofthe' air-fuel mixture produced'by' thecarburetor Il and drawn in bythe injector cylinder 5 takes place in theworking cylinder I at the end ci the admission stroke or at thebeginning of the compression stroke of the working piston 7:.

The engine works as follows:

At the end of the injection stroke the injecting piston 'i' is in theposition of its lower dead center, the shafts and 9. being setaccordingly. During its upward stroke, the injecting piston 'I producesin the injector cylinder t a relative vacuum which induces a suction ofthe air-fuel mist when the port iii is uncovered.- inf the position ofthe pistons upper. dead center. The quantity of air-fuel mist isvdetermined by the carburetor il: adjusted as a function of the weight ofpure air drawn in by the working cylinder i through the poppetYvalve-.2Q under control of the throttle valve rThe Quantity of pure airis regulated bymeans oitheY throttle valve llcontrolledby the smalllever 25'.

When thev working cylinder iV is filled with pure air which is thencompressed, the injecting .piston delivers-theY air-fuel mixture intothe working cylinder ii.

The carburetorgii which forms the' air-fuel mistis shown in Figures l, 3and 4 VThe fuel supplied through the piped?1 enters the body Si whichisprovided with a float 32 and a needle valve `(Figure 3). Y

The main sprayingv nozzle which iszin directI communication with thebody 3.1i' delivers-the fuel intorthe diifusor 36zwhere it is mixed withair (Figure l), through the body 3ft-in a quantity which variesaccording tothe opening of the said body.

The carburetor I! can also comprise an auxiliary nozzle di! working whenthe body sl is closed and the engine throttled down. This auxiliarynozzle di; receives the fuel through the pipe 4I opening on the downside of the main nozzle 35.

An opening C53 provided in the body permits, through its relativeposition to an opening it in the body of the carburetor I I, the leaningof the mixture when the engine runs at intermediary speeds if the saidmixture, formed by an overcompensated carburetor, is too rich.

In order to maintain the proportion of the quantities of fuel to the aircontained in the final mixtures constant, whatever the loadV of theengine may be, the adjustments of the body 3l of the carburetor EI a-ndof the lever 25 of the throttle valve in the manifold 23 for the ad- Athrottle valve fifi' The sok formed mist is drawn in- 4 mission of pureair are rendered dependent up one another.

For this purpose (Figure l) the manifold 23 for the admission of pureair carries a throttle valve 5@ regulating the weight of the drawn-inair. The position of this throttle valve 53 is adjusted by means of thelever 25. The manifold 23 for the admission of pure air carries a boss5Ion which a pipe 52 is ntted and by which the Vacuum existing in theintake manifold 23 is transmittedto the Vacuum responsive device 53.This Vacuum is a function of the position of the air throttle valve 5B.The vacuum responsive device 53 which is balanced by the spring 55 isdeformed more ory less according to the vacuum'tra'nsmitted to the saiddevice. The movements of the vacuum responsive device 53 are transmitted-to the pinion 56 by the rack 55 which is connected to said device, andthis motion causes therotation of the body 31 of the carburetor H, thusregulating the weight of the air-fuel mist.

The foregoing embodiment permits the regulation of the position ofthebody 3l of the carburetor as a function of the vacuum prevailing in theintake manifold 231 The charge of combustible mist introduced into theinjector cylinder is at every moment proportional to the quantity of airof combustion introduced into the' motor cylinder I.

In this manner, the uniformity of the weight of air, on the onehan'd;and the uniformity of the weight ofthe air-fuel mist, on the other hand,are insured through' a suitable adjustment of the vacuum responsivedevice and of the spring 'i opposing the displacement of the saiddevice.

I claim:

l; In a thermal motor, a motor cylinder, ignition means, a motor pistonworking in the cylinde-r, a rnctor'shait, afconnect-ing rod joining thepiston to the shaft, an injection cylinder,

` means' for affording communication between the injection cylinder andthev motor cylinder, an injection piston working-inthe injectioncylinder anddriven'by the'motor'sha'ft, a pipe for admitting pure air tothemotor cylinder, a` quantitativeA controlvalve arranged in the airpipe, manual' control means Yfor said'valve, a deformable memberresponsive to pressure and communicating with theV air' admission pipe,a carburetor, ay pipe for the'gas-air mixture connecting said carburetorto the injection cylinder, quantitative' control means arrangedy in thegasair pipe and controlledby said deformable member, the injectionpistonI injecting into the pureY air drawn into the motor cylinder, atthe end of theinta'ke stroke; and'at the beginning of the compressionstroke of the motor piston, the gas air mixture formed in' the'carburetor, in order toproduce inthemotorcylinder a homogeneous mixturecapable of electrical ignition bysaid'ignition "means, f

2. In' a 'thermal motor, a motor cylinder, ignition means, a motor'piston working in said cylinder, a motor shaft, a connecting rod joiningthe motor piston to themotor shaft, an injection cylinder, means foraffording communicationl between the injection cylinder and the motorcylinder,i aninjection piston working in the injectioncylinder anddriven4 by the motor shaft, apipe foradmitting pure 'arj to the motorcylinder, a quantitativeco'ntrol valve 'arranged in theV a'irpip'e,manual control' meansfor: said Lvalve, al vacuiimfresponsive-devicelocated alongthe pipe for admission of pure air to the motorcylresponsive device, a rack integral with said vacuum responsivedevice, a pinion engaging with said rack, a carburetor, a pipe for thegas-air mixture connecting said carburetor to the injection cylinder, aregulatory hollow body mounted in the pipe for the gas-air mixture andrmlyvfastened on the pinion shaft, the injection piston injecting intothe pure air drawn into the motor cylinder, at the end of the intakestroke, and at the beginning of the compression stroke of the motorpiston, the gas-air mixture formed in the carburetor, in order toproduce in the motor cylinder a homogeneous mixture capable ofelectrical ignition by said ignition means.

JEAN HENRY J ALBERT.

References Cited in the file of this patent UNITED STATES PATENTS NumberNumber Name Date Brazelle Apr. 2, 1912 Maedler Aug. 31, 1926 VorhauerMar. 13, 1928 Spencer June 30, '1931 Gernandt Jan, 1, 1935 Bachle Mar.3, 1936 Weber et al. Dec. 12, 1939 Weber et al. Feb. 13, 1940 SummersFeb. 10, 1948 Lozivit Nov. 9, 1948 FOREIGN PATENTS Country Date GreatBritain Apr. 29, 1946

